ahmstrong



(No Model.)

2 Sheets-,Sheet 1. J. B. ARMSTRONG.

VTHILL GOUPLING. N0. 310,358.

Patented Jan. 6, 1885.l

2 Sheets-Sheet 2.

(Nro Model') J. B. ARMSTRONG.

THILL f GOUPLING.

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UNITE in:

STATES PATENT OFFICE..

JOHN B. ARMSTRONG, OF GUELPI-I, ONTARIO, CANADA.

THiLL-couPLlNe.

SPECIFICATION forming part of Letters Patent No. 310,358, dated January 6, 1885.

Application iilcd June 13, 1884. (No modeLl Patented in Canada February fl, 1834, No.18,6l1.

To all whom, it may concern:

BeA it known that I, JOHN BELMER Auer suscite, ofthe city of Guelph, in the county of Vellingt-on, `in the Province of Ontario, Canada, manufacturer, have invented certain new and useful Improvements in Road-Vehicles, of which the following is a speciiication.

The principal object of the invention is to provide a connection between the pole or shafts of the vehicle and the front axle that will lessen any sudden jar to the vehicle caused by coming in contact with any obstacles in the road. My design is also to cheapen the construction of this portion of the vehicle, and to make it lighter and handsomer in appearance, simpler to connect, and not so likely to rattle at the connecting-joints; andit consists,among other things, in providing curved elastic steel draw-bars rigidly secured to the end of the shafts or pole and tapered gradually from a point at or near this connection to their ends, which are hinged or otherwise flexibly connected to the front axle of the vehicle, the draw-jacks upon the axle being specially designed to carry out the obj ect of my invention, while the pole or shafts are braced and otherwise arranged in a manner speciallydesigned by myself. l

In the drawings, Figure l represents a perspective view showing the shafts and front axle constructed and arranged in accordance with my invention. Fig. 2 is a similar view of the pole connected to the axle in accord ance with my invention. Fig. 3 is a perspective view showing the manner of attaching the draw-jack to the axle. Fig. 3 is a crosssection th rough` the axle and draw-j ack. Fig. 4 is a perspective view showing the tapered draw-bar connected to one shaft. Fig. 5 is an enlarged bottom plan showing the .semi circular brace for strengthening the connection between the cross-bar and draw-bars. Fig. 6 is a sectional elevation showing the re-enforced hole used-in `connecting the plates together. Fig. 7 is a perspective detail showing re-enforced holes in bars B and F. y

In the drawings like letters indicate corresponding parts in each figure.

A represents the shafts or pole of the vehicle. Instead of connecting these, as is customary, by a connection which is inflexible, I provide curved elastic steel draw-bars B, rigidly secured to the pole or shafts of the vehitheir rear end, so that the principal springing motion will take place at a point near that at which theyare hinged to the axle.

As shown in Fig. l, it will be seen that the drawpin D is removably fastend to the end of the draw-bar B at right angles, and is tapered so as to fit into a corresponding hole made in the drawjack E. By having the pin thus tapered any lost motion which may be produced by wear will be gradually taken up by the taper, and as a consequence the rattling which would otherwise occur at this point is prevented.

Owing to the flexibility of the draw-bars B, I am enabled, when the draw-pin D is used,

to form a connection between them and theV 1 draw-jack by simply springing them apart sufficiently to allow the draw-pinsto spring into the holes in the draw-jack, which drawjacks are placed upon the axle in such a position that the edges of the draw-bar will be close to either the inner or outer edges of the drawjack when the draw-pins have been sprung into the holes through the draw-jacks.

As shown in Figs. l and 2, the draw-jacks are set inside of the draw-bars; but of course the same effect can be produced by placing them on the outside, the only difference being that in forming the connection in the first iustancethe draw-bars will be sprung outwardly, while in the latter instance they would be sprung together, the draw-pin being arranged f axle, I provideasmall dpwelpin, a, fitted into holes made in the draw-jack and the axle, as shown in Fig. 3*. This pin holds the drawjacl; rigidly in any position it is placed upon the axle, and prevents its having any lateral movement thereon. The screw-bolts b,which pass through a plate on the side of the axle opposite to that upon which the draw-jack is situated, and are screwed into the tlanges of the draw-jack, as shown, form an easy and effectual means of securing the jack in its required position.

In order to secure the shafts together,I connect them by a steel cross-bar, F, connecting it to the draw-bar B by bolts or rivets, a reenforced hole formed in the cross-bar or drawbar relieving the lateral strain which would otherwise be exerted upon the rivet or bolt completing the connection. A semicircular brace, G, is secured to the draw-bars and cross bars, and forms a rigid brace at the junction between them by fitting over rc-enforced holes. A similar brace, G, is connected at either end to the draw-bars by also litting over re-enforced holes and centrally fastened to the end ot' a' pole when a pole is used iu stead of shafts,the brace producing practically the same eti-'ect in either case.

'Vhat I claim as my invention is-a l. The combination, with the axle C and the draw-jacks E, having tapering holes and rigidly secured to the axle, ot' the spring draw-bars I3 and the. rigid tapering pins D, detaehably secured to the draw-bars, the parts being` constructed and arranged to automatically take up the wear and prevent rattling, whereby the pins may be removed when worn, substantially as described.

2. In road-vehicles provided with shafts or pole, curved elastic steel draw-bars rigidly secured to the end of the shaft or pole, and having at their ends draw-pins set at right angles to the bars, and arranged to be sprung into draw-jacks attached to the front axle ot the vehicle.

8. In road-vehicles provided with a thill or pole, curved elastic steel draw-bars rigidly secured to said thill or pole, and provided with tapered draw-pins set at right angles to the bars, in combination with draw-jacks having tapered holes to receive the draw-pins, and rigidly secured to the front axle, the 'parts being constructed and arranged substantially as specied, whereby when the pins are sprung into place the edges of the bars will approach close to the edges of the jacks, as and for the purpose set forth.

4. In road-vehicles provided with a metal front axle, a drawjack connected to the said axle by a pin or stud, a, iitting in recesses in the draw-jack and axle. and secured in position by screw-bolts, one on either side of the axle, and passing through a plate situated on the side oi" the axle opposite to that upon which the drawjack is situated.

5. In road-vehicles, the metal draw-bars 13, provided with ie-eni'orced openings, a metal cross-bar, F, running from one draw-bar to the other, and provided with offsetends having an opening to lit over one ofthe re-cnforcelnents ot said draw-bars, and provided with a re-en forced hole at a distance from each end, in combination with asemieircular brace to engage the reenforceinents on either side of the junction of t-he bars F and B, and engage the re-entorcement near the end ot the bar F, substantially as and Iorthe purposes described. 6. In combination with the thill or pole of a vehicle, a spring draw-bar having its upper and lower surfaces gradually approaching each other, said bar being rigidly attached at one end to the thiil or pole and extending therefrom in a rearward direction, its opposite end curving downwardly and being pivotally connected to the axle, as and for the purposes specilied. Y Y

J1. I3. ARB'ISTRONG.

\Vitnesses:

WM. E. SLAxns, I-I. Anas'rnono. 

